Torque controlled mechanism



A. scHwARz TORQUE CONTROLLED MECHANISM Aug. 12, 1941.

Filed July 2s, 1940 2 Sheets-Sheet 1 nu rIU;

l INVENTOR.

' LFEEDCHm/ M Mm ATTORNEYS Aug. 12, 1941.

A. scHwARz TORQUE CONTROLLED MECHANISM Filed July 23, 1940 2Sheets-Sheet 2 atented u. i2, iwi

arcane Fries Application July 23, lgdil, Serial No. 346,901

lili Claims.

The invention relates to a torque controlled mechanism. `While theinvention is useful for other purposealit has been successfully utilizedin connection with and will be described with reference to itsembodiment inv an automotive vehicle, as a ready means .of illustratingthe scope of its potential usefulness. More specifically, the inventionrelates to means for automatically controlling theactuation of enginesby and in accordance with varying torque conditions.

In the operation of motive means. it is desired to change the operationcharacteristics in accordance with certain operative conditions. Forinstance, in an internal combustion engine the retarding of the spark orthe injection of an antiknock substance are known to suppress detonationwhen certain load conditions are imposed, as for example in propellingan automotive vehicle. Likewise, when the load, such as the vehicle,tends to overrun or overdrive the engine and a reverse torque is imposedon the engine, another condition exists which makes it desirablev toalter the operation of the engine. Heretofore, the variation in pressurein the intake has been utilized for introducing antiknock substances;and in my copending applications Ser. No. 259,- 803, filed March d,1939, and Ser. No. 259,806, filed March 4, 1939, I have disclosed meansfor introducing antiknock substances in accordance with the throttleposition and speed of engine rotation. Likewise, the speed of enginerotation has been utilized for varying the ignition timing.

I have found that in addition to the speed of engine rotation andthrottle position, the manner and degree of torque imposed on the`engine is another variation by which the necessity may be determinedfor changing the operation characteristics of the engine, and I havediscovered how this phenomenon may be advantageously utilized for suchcontrol. i

An object of the invention is the utilization ci the torque imposed byand upon the motive means to automatically vary the operative conditions of the motive means.

Another object oi' the invention is the provision of apparatusk which iscontrolled by and in accordance with the torque characteristics forautomatically admitting an antiknock agent, adiusting the spark, andvarying the normal fuel supply, or one or more of these adjustments.

Further `objects and advantages of the invention will more fully appearfrom the following description taken in connection with the accompanyingdrawings which show, by way of example, the present preferred embodimentof the invention.

The invention 'consists in the novel features,

arrangements, and combination of parts embodied by way of example in theapparatus hereinafter described `as illustrating Vthe'preferred form ofthe invention, and the invention will be more particularly pointed outin the appended claims.

In the drawings:

Fig. l is a iront view of an engine, diagrammatically showing oneapplication of the invention as applied to a dual fuel carburetor;

Fig. 2 is a side elevational view, partially in vcross section, showingthe dual fuel carburetor of Fig. 1:

Fig. 3 is a cross section of the carburetor taken at 2 2 of Fig. 2, andshowing further details thereof Fig. 4 is a front view of the torquecontrol feature ofthe invention; f

Fig. 5 is a modified arrangement of the torque control feature;

Fig. 6 is still another modification of the torquel control;

Fig. l is a side elevation partly in section showing certainAmodiiEica-tionsuof the dual fuel carburetor shown in Fig. 2, and

Fig. 8 is a plan view of an adjustable ignition timing device.

Referring in particular to Fig. 1: the invention is shown as applied toa conventional autoing upon the direction of the torque. Thus an engine,whose power shaft is 'rotated in a clock'` wise direction, will tend torock counter-clockwise vwhen under substantial load torque, and viceversa the saine engine will tend tb rock Iclockwise when reacting to atorque exerted in the opposite direction, such foi-instance, as when theengine-is exerting a braking effect upon the object being driven. Notonly is the rocking direction of the engine determined by the type oftorque exerted, but also the degree of rocking is of any engine at anytime bears a direct relationship to the direction and degree of torquebeing exerted; and since the degree of movement can be predetermined norany given torque. the position of the engine may be dependably used asan index or control for automatically determining and conditioning theexplosive charge in accordance with varying torque requirements. g Theexplosive charge enters the' engine through the intake manifold 4.During operation the engine crankshaft is rotated in a clockwisedirection (as Viewed in Fig. 1) so 'that when operating under a drivingtorque the engine rocks counter-clockwise, as indicated by the directionof the arrows. to a degree commensurate with the driving torque. Thisrocking motion of the engine I is transmitted by suitable means such asan arm 5 to a torque responsive mechanism for controlling theoperativeconditions of the engine in the manner to be more particularly pointedout following. The carburetor for mixing the explosive charge of fuelsis designated in its entirety as 6 and is `shown partly in section inFig. 2. Torque responsive means in the present embodiment takes the formof an electrical breaker assembly 1 for controlling the automaticadjustment of the engine in the manner to be described following.

Referring to Fig. 2, the carburetor 6 is of the dual fuel type havingseparate fuel chambers 8 and 9 for dispensing respectively a base fueland an auxiliary fuel. 'Ihe base fuel is supplied to the chamber 8through the fuel line III, and is dispensed therefrom through the Jet IIl disposed within the interior of the Venturi tube l2, where it issprayed out into a vaporizing stream of warm air entering the venturithrough the opening I3, impinges against the deilector plate I5,thenenters and mixes with the down draft or main supply of air, asindicated by the arrows, to form the explosive charge which passesaround the throttle valve Il and into the engine intake 4. 'I'heauxiliary fuel, such as alcohol, or other antiknock agent, is suppliedto .the chamber l through the fuel line I1 and is fed into the venturithrough the jet I0 from whence it is intimately mixed and vaporizedalong with the base fuel. 'I'he feeding of the auxiliary fuel to the jetI8 is, however, regulated by a valve designated in its entirety as I9(Fig. 3), which valve is normally held in closed position by the spring20. andis only allowed to open during periods in which the solenoid 2lis activated to raise the valve stem 22. 'Ihese feeding periods duringwhich the solenoid is' activated are' adjustably controlled so as tocoincide with the periods dur- .ing which the-engine tends to detonate.'I'he control means for activating the solenoid 2| comprises the torqueresponsive means 'l (Fig. 1) shown in further detail in Fig. 4 in whichthe solenoid 2l is diagrammatically shown. 'I'he electric circuitthrough the solenoid is opened and closed by contact points 24 and 24,the first of which is stationary while the second is relatively movabletowards and awayfrom the first and is mounted on a breaker arm 25.-'I'he arm 25 illustrated is the usual ignition breaker arm having aninsulating bushing on which` it is pivotally mounted and being providedwith the usual rubbing block and normally urged to closed position byaspring 26, which tends to bring the contacts together for closing thecircuit. However, as shown in Figs. 1 and 4, a bell crank 21 ispivotally mounted at 2l on a relatively fixed part such as the assemblyand one arm thereof 75 carburetor l .through en carries a slot engagedby a pin xed tothe arm I to thereby provide a lost motion connection 29between the lever arm 5 and bell crank 21. The other arm of the bellcrank 21 bears against the rubbing block of the movable breaker arm 25,so that when the arm is pivoted in a clockwise direction it acts as acam to force the contacts 23-24 apart and open the circuit. It will thusbe seen that as the engine I is rocked under torque, the auxiliary fuelis admitted.

Referring to Fig. 5, a modified breaker assembly is disclosed whichoperates in much the same way as that just described, except in thismodiiication there are two sets of breaker contacts 34 and 35. each foralternately activating one of two solenoids, such as the solenoid I1 andan additional solenoid 30 connected in circuit with a suitable source ofelectrical energy such as a battery 3|. Instead of the bell crank 21,there is a walking beam 32 pivoted to a stationary portion of theassembly at Il, so that a counter-clockwise movement of the engine Iwill swing the arm 32 counter-clockwise, closing the circuit through thecontacts 35 to activate the solenoid I1, while at the same time thecircuit through the solenoid 30 is opened by the points 34 being forcedapart.

Fig. 6 discloses still another modification which is adapted to controlthree solenoids such as the solenoids I1, III and 26, instead of two.This mechanism is identical with that previously described foractivating the two solenoids Il and 30 which, along with theirrespective breaker points, are designated by the same numerals as inFig. 5. A third solenoid 38, however, is controlled by the breakerpoints 31 which are closed upon an extensive opening of the` points I4,and this solenoid is utilized in the present `embodiment for adjustingthe ignition timing; as will be more particularly described following.

Fig. 7 in general discloses a dual fuel carburetor similar to thatpreviously described in connection with Fig. 2 and corresponding primenumerals will be applied to similar parts, and only the differences instructure will now be more particularly pointed out. The jet II' isinclined upwardly from the regular fuel chamber l' and is provided withan air bleeder tube 3l which carries at its upper end a suitable valveIl which is normally in closed position and is adapted to be opened bysuitable means such as the electrical solenoid 30. as clearly indicated.Accordingly, the flow of regular fuel throughv the ay be decreased byventing the II' by means of the valve I9 zation of the solenoid 30.

Fig. 8 discloses a more or less conventional ignition timing device 40.from which the usual cap has been removed in order to disclose theinterior. 'I'he construction and arrangement of the timing cam 4I,breaker arm 42 and cooperating contact points 43 are well understood bythose skilled in the art and need not be further described. A movablecontact is connected to one side of the ignition rcircuit as by a wire44 and the fixed contact is connected to the other side of the ignitioncircuit by a wire 4I. 'Ihe housing 40 is pivotally supported for limitedfeed line toi rotation and adjustment by means of an arm dddid of asolenoid such as the solenoid t previously referred to in connectionwith Fig. d.

The invention' having been described with reierence to the constructionof the various parte thereof, a detailed description oi the operation cithe invention will now be given. For the sake of simplicity the singlecontrol type, such as deample as the engine compartment bulkhead of an'automotive vehicle. The lever armV 8 is so fastened to the engine thatthe extremity of the lever is positioned adjacent and connected to thebreaker assembly through the lost motion connection 29. When thusarranged, the counter-clockwise rocking movement of the engine willcause the lever i and the bell crank or cam arm 21 to move in a likedirection, allowing the spring 29 to move the breaker armcounterclockwise also. If the load torque exerted on the engine is ofsuch a degree as to move the cam far enough, the breaker point 2C willcontact with the point 23 to close the circuit through the solenoid 2i.This contact point 29, while normally stationary, may be adjustedtowards and away from the movable point 24. A proper adiustment of thespace between these contact points can be made so that the degree ofmovement necessary for them to make contact with each other willcoincide with the degree oi torque-induced movement inthe engine at thetime that detonation is about to commence. Thus, before the criticaldegree of torque is attained, the solenoid is energized. This lifts thevalve stem 22 (Fig. 3) and opens the alcohol valve I9 which remains openas long as the load` torque is sumcient to hold the cam 21 away from therubbing block of breaker arm 25. As the torque is reduced below thecritical degree, the cam arm forces the breaker contacts apart openingthe circuit so as to allow the spring 20 to close the valve i9 andterminate the feed of alcohol. l

'll'l'ie same adjustment between the engine and the assembly 'i of Fig.4 may be utilized to energize individually the solenoid 39 of Fig. 9 sothat the ignition is automatically retarded and advanced according totorque conditions.

The breaker assembly modification depicted in Fig. 5 not only controlsthe feeding of alcohol, but also the feeding of air into the base fueliet line Il' of Fig. 7. In this modification the set of contact points32 are adjusted and functionin an identical manner asthe points 23-24 ofFig. 4. That is to say, a critical degree of load torque will cause themto close the circuit through the solenoid i1 to commence feedingauxiliary fuel. The second set of points td, however, is located `on theother side of the walking beam 32 for energizing the solenoid 39 ciFigo. As already pointed out, economy can he promoted by leaning thesupply of base fuel whenever there is a reverse torque acting upon theengine. Such a reverse torque will tend to rock the engine clockwiseand, through lever arm 5, to move .the beam 32 clockwise so as in allowthe set of points 34 to close and energize the solenoid 30 of Fig. '1.This opens the air the hase fuel let i i". The points dt should beadiustw to'closc as soon as there is a substantial reverse wrede. v

'The iinvmtion, ci course, is not to be construed as limited to thespecic'adaptation shown by way of example in the drawings, but is toextend in scope so as to broadly cover the method of automatically 4conditioning an engine by means of apparatus so adjusted as to be'actuated during certain periods as a result of a predeter-v mined degreeand direction of torque.

Having thus described my invention with particularity with reference tothe preferred embodiment of the same, it will be obvious to thoseskilled in the art, after understanding my invention, that changes andmodifications may be made therein without departing from the spirit andscope of the invention, and I aim in the appended claims to cover auchchanges and modifications as are within the scope of the invention.

What I claim is:

l. In combination, motive means, mounting means for said motive means,said motive means and said mounting means being so constructed andarranged that upon operation said motive means has a definite movementon said mounting means when a substantial torque load is present, saidmotive means having a fuel supply device constructed and arranged so asto mix a base fuel and an auxiliary fuel, means for controlling thesupply of auxiliary fuel to said mixing device, and means actuated bythe movement of said motive means for operating said controlxmeans.

2. In combination, motive means, mounting means for said motive means,said motive means and said mounting means being so constructed andarranged that upon operation said motive means has a denite movement onsaid mounting means when a substantial torque load is present, saidmotive means having a fuel supply device comprising a first iet forintroducingV a base fuel and a second iet for introducing an auxiliaryfuel, means for controlling the supply of auxiliary fuel to said secondjet, and means actuated by the movement of said motive means foroperating said control means.

3. In an automotive vehicle, the combination or an internal combustionengine, resilient means for supporting said engine so as to permitrelative movement between said engine and a relatively rigid portion ofsaid vehicle under variations in engine torque, control means secured tosaid relatively rigid vehicle portion, means serving to actuatesaidcontrolmeans upon said torque induced engine movement, and means forl feeding an antilmock agent into the intake system of said engine, saidlast means being actuated by said control means for supplying saidantiknock agent to said engine in accordance with said torquevariations.

4. In an automotive vehicle, the combination of an internal combustionengine, resilient means for supporting said engine so as to permitrelative movement between said engine and a relatively rigid portion ofsaid vehicle under varia.- tions in engine torque, control means soAconstructed andarranged that it is actuated by said torque inducedengine movement, and means for feeding an antiknock agent into theintake system of said engine, said 'last means being actu- 'ated bysaid'control means for supplying said agent to said engine in accordancewith said valve 39 and permits the bleeding of air into 75 torquevariations,

gine upon the operation of the engine under sufilcient load to create asubstantial driving torque, fuel control mechanism comprising torqueresponsive means actuated by the rocking movement of the engine, andmeans selectively controlled by said mechanism for admitting anauxiliary fuel to the engine when under relatively high driving torque.y

6. An automatic torque controlled power device comprising. an internalcombustion engine for producing a variable driving torque and having a fuel supply device so constructed and arranged as to mix a base fuel andan auxiliary fuel, resilient means for mounting said engine on a bodyframe with respect to which it is relatively movable, the constructionand arrangement of said engine and resilient means being such that arocking movement is imparted to the engine upon the operation of theengine under suillcient-load to create a substantial driving torque,driving means fox` normally delivering power from the device, means fortransmitting driving torque from the engine when under load to thedriving means and transmitting a reverse torque to the engine-when it isbeing driven by the driving means, fuel control mechanism comprisingtorque responsive means actuated by the rocking movement of the engine,means selectively controlled by said mechanism for admitting anauxiliary fuel to the engine when under relatively high driving torque,and additional means selectively controlled by said torque responsivemeans for decreasing the normal supply of base fuel to the engine whenunder a substantial reverse torque.

7. An automatic torque controlled power device comprising, an internalcombustion engine for producing a variable driving torque and having afuel supply device so constructed and arranged as to mix a base fuel andan auxiliary fuel, resilient means for mounting said engine on a bodyframe with respect to which it is relatively movable, the constructionand arrangement of said engine and resilient means being such that arocking movement is imparted to the engineupon the operation of theengine under suillcient load to create a substantial driving torque,fuel and ignition control mechanism comprising torque responsive meansactuated by the rocking movement of the engine, means selectivelycontrolled by said mechanism for admitting an auxiliary fuel to theengine when under relatively high driving torque, additional meanscessare selectively controlled by said mechanism for admitting anadditional supply of base fuel and retarding the ignition of the enginewhen under a relatively higher torque.

8. An automatic torque controlled power de' vice comprising, an internalcombustion'engine producing a variable driving torque and having a fuelsupply device so constructed and arranged as to mix a base fuel and anauxiliary fuel, resilient means for mounting said engine on a body framewith respect to which it is relatively movable, the construction andarrangement of said engine and resilient means being such that a rockingmovement is imparted to the engine upon the operation of the engineunder sumcient load to create a substantial driving torque, fuel controlmechanism comprising torque responsive means actuated by the rockingmovement of the engine, means selectively controlled by said mechanismfor admitting an auxiliary fuel to the engine when under relatively highdriving torque, and additional means selectively controlled by saidtorque responsive means for admitting an additional supply of base fuelto the engine when under relatively higher driving torque.

9. An automatic torque controlled power device comprising, an internalcombustion engine for producing a variable driving torque and having afuel supply device so constructed and arranged as to mix a base fuel andan auxiliary fuel, resilient means for mounting said'engine on a bodyframe with respect to which it is relatively movable, the constructionand arrangement of said engine and resilient means being such that arocking movement is imparted to the engine upon the operation of theengine under sufficient load to create a substantial driving torque,fuel and ignition control mechanism comprising torque responsive meansactuated by the rocking movement of the engine, means selectivelycontrolled by said mechanism for admitting an auxiliary fuel to theengine when under relatively high driving torque, and additional meansselectively controlled by said torque responsive means for retarding theignition of the engine when under a relatively higher torque.

l0. An automatic torque controlled power device comprising, an internalcombustion, engine for producing a variable driving torque, resilientmeans for mounting said engine on a body frame with respect to whichitis relatively movable, the construction and arrangement of said engineand resilient means being such that a rocking movement is imparted tothe engine upon the operation of the engine under suftlcient load tocreate

